With the face of the Lancer Evolution, the Outlander sports a new look inside and out.

Mitsubishi Outlander VRX

Outlander has been something of a slow-burn success for Mitsubishi in the compact soft-roader segment, gaining attention and tallying sales despite strong competition. Now Mitsubishi has decided to add some attitude by trading in Outlander's conservative face, adding equipment, adjusting the price and slimming down the range.

WHAT DO YOU GET?

If you think the Outlander's new look is familiar, that's because it's the "jet fighter" face from the demonic Lancer Evolution.

That's not all the rally rocket donates, as 3.0-litre V6 versions of the Outlander also add S-AWC (Super All Wheel Control) to their on-demand all-wheel-drive system.

We're testing the VRX, which replaces the VRX Luxury as the top V6. It gets most of the Luxury's gear and its $51,990 list price (plus on-road and dealer costs).

That pricing pitches the VRX against the Toyota RAV4 ZR6, Land Rover Freelander 2 SE and Subaru Outback 3.6R. Tough competition, so Mitsubishi has chucked everything bar the kitchen sink at the VRX.

Big-ticket items include leather seats, a sunroof, sat nav, a 710-watt Rockford Fosgate audio system and a smart key.

One thing you can't get is a third-row seat. That option is now restricted to the four-cylinder LS auto.

HOW SAFE?

Just like the comfort equipment list, there is no shortage of safety gear. Six airbags, anti-lock brakes and stability control are aided by a reversing camera, parking sensors and high-intensity headlights. The Outlander also has a maximum five-star NCAP crash test rating.

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The old Outlander's interior suffered from poor material quality and hard, cheap surfaces. Now, stitched leather-look trim covers the instrument panel hood and is inserted in the doors.

It's also one of the most logical and simple set of driver controls around. There is no steering wheel reach adjustment but the driver is compensated by a heavily bolstered and supportive seat.

Shift to the second row and the deal is not as good. The squab is narrow and flat, the backrest small, albeit reclinable. The door openings are shallow, so access is a squeeze for adults. Headroom in the middle-rear pew is too tight for anyone nearing 180 centimetres.

The luggage space is accessed by a handy split tailgate. With the rear seats in place, capacity is 589 litres, while flip-folded forward it expands to 882 litres.

UNDER THE BONNET

The Outlander's 3.0-litre V6 engine is boosted by 7kW to 169kW and 15Nm to 291Nm, while official fuel consumption drops from 10.9 to 10.4 litres per 100 kilometres. Intake, camshaft timing and compression ratio revisions are responsible for the improvements. However, they don't change the fundamental character of the engine, which prefers to rev rather than rely on bottom-end power. It's a car crying out for a turbo-diesel engine, something that won't happen until 2011.

Happily, plenty of revs doesn't translate to plenty of engine noise or vibration. Nor does it mean excessive fuel consumption. The VRX actually undercut its official consumption average in testing, recording a 9.9L/100km average.

A six-speed automatic transmission works hard to keep the engine on the boil.

ON THE ROAD

S-AWC comprises an active front limited-slip differential and an electronically controlled four-wheel-drive coupling that not only apportions drive front-to-rear but side-to-side as well.

And it certainly works. Dive into a tightening bitumen corner and the VRX stays on line when front wheel slides (understeer) might be expected. That's S-AWC doing its thing.

An annoying amount of road, tyre and wind noise invades the cabin. More effort needs to be put into noise suppression.

VERDICT

Mitsubishi has made obvious and worthwhile steps forward with the Outlander VRX. It's better to drive, has more gear and an improved interior.

But at $51,990 (before on-road costs) it's got some very strong competition to contend with from across the automotive landscape.